Railway-switch mechanism.



M. L. SHEPHERD. RAILWAY SWITCH MECHANISM.

' APPLIOATION FILED SEPT. 28, 1911. 1,070,1 93. Patented Aug. 12, 1913.

6 SHEETS-SHEET 1.-

Sum/MM l J 151222. 61%

CL. a aflmw COLUMBIA PLANOGRAPH c0., WASHINGTON, n. c.

v M. L. SHEPHERD. RAILWAY SWITCH MECHANISM.

APPI:IOATION FILED SEPT. 28, 1911. Aug'-12, 1 FE I m IE 1 5 E E E w E WE 1 E T o E: i *x g% Ex lj t1 IH R in i E H lL i kg? E E x Q%- d o IrSwami/bow MarslmZZLS/wirerd 8- %HI v 5 @A. Q- a fltbozneq co.,WASHINGTON D c M. L. SHEPHERD.

RAILWAY SWITCH MECHANISM.

APPLICATION FILED SEPT. 28. 1911.

1,070,193. Patnted Aug. 12, 1913.

6 SHEETS-SHEET 3.

axiom COLUMBIA PLANOGRAPH co..WAs|||NGToN, n, c.

M. L. SHEPHERD.

RAILWAY SWITCH MECHANISM. APPLIGATION FILED SEPT. 28, 1911.

1,070,1 93. Patented Aug. 12, 1913.

6 SHEETS-SHEET 4.

y I 7 5 "g M t I i 'f lllllllllil'" HllllHllllll" M. L. SHEPHERD. VRAILWAY SWITCH MECHANISM. APPLICATION IILED BEPT. 28, 1911.

1,070,1 93, Patented Aug. 12, 1913.

B SHEETS-SHEET 5.

COLUMBIA PLANOORAPH couwAsl-lliw'rbN. D. c.

M. L. SHEPHERD. RAILWAY SWITCH MECHANISM. APPLICATION FILED SEPT. 28,1911.

Patentd Aug. 12, 1913.

6 SHEETS-SHEET 6.

wue/wtoz war coLqMBlA PLANOGRAPH co., WASHINGTON, D. c

UNITED STATES PATENT OFFICE.

MARSHALL L. SHEPHERD, OF MONTGOMERY, ALABAMA, ASSIGNOR TO SHEPHERDAUTOMATIC SWITCH 00., OF MONTGOMERY, ALABAMA, A CORPORATION.

RAILWAY-SWITCH MECHANISM.

Specification of Letters Patent.

Patented Aug. 12,1913.

Application filed September 28, 1911. Serial No. 651,738.

To all whom it may concern:

Be it known that I, MARsHALL L. SHEP- HERD, a citizen of the UnitedStates, residing at Montgomery, in the county of Montgomery and State ofAlabama, have invented new and useful Improvements in Rail way-SwitchMechanism, of which the following is a specification.

This invention relates to railway switch mechanism for controlling thepassage of rolling stock from a main track to a branch track or siding,and vice versa.

The primary object of the invention is to provide a positive andreliable type of switch mechanism adapted to be automatically operatedby the rolling stock and locked and guarded in normal or switch-closingposition against surreptitious or accidental adjustment.

A further object of the invention is to provide a switch mechanism whichis adapted to be automatically operated by the rolling stock from eitherthe main or branch line and to lock the open switch rails againstaccidental closing and insure their positive control by the rollingstock until the latter has passed from one track to the other.

A still further object of the invention is to provide a switch mechanismwhich will positively close after actuation and the passage of a trainfrom one track to the other and lock the switch rails in normal orclosed position so as to obviate the liability of accidents to followingtrains, while permitting through trains on the main line to travel overthe switch point at high speed without liability of deranging the switchmechanism.

A still further object of the invention is to provide a switch mechanismwhich cannot be left open, which obviates the well known objections toswitches of the kind in common use, which is operable automatically bymeans under control of the driver or engineer of a car or locomotive andmay also be operated in an authorized manner by hand when occasionrequires and in conjunction with a suitable switch stand and signal, andwhich affords a maximum safeguard against accidents to the travelingpublic.

lVith these and other objects in view, the invention consists of thefeatures of construction, combination and arrangement of parts,hereinafter fully described and the switch rails unlocked for retractionupon the release of the guard rail by the wheel flanges of the rollingstock. Fig. 4 is a longitudinal section on line 4l 1 of Fig. 1, showingthe revoluble switch throwing member in side elevation, and illustratingthe action of the switch actuating device on the car or locomotive infull and dotted lines. Fig. 5 is a vertical longitudinal section on line55 of Fig. 1, showing the switch throwing member in side elevation andin normal position. Fig. 6 is a vertical transverse section on line 66of Fig. 1, showing the switch actuating device in engagement with thecam groove of the switch throwing member. Fig. 7 is a top plan view ofthe trip device and its controlling means. Figs. 8, 9, 10 and 11 areenlarged detail transverse sections on the line 88 of Fig. 2, showingthe different positions of adjustment of the shifting devices. Fig. 12is a transverse section on line 1212 of Fig. 1, illustrating theconstruction of the secondary trip member of the branch track portion ofthe switch mechanism. Figs. 13 and 14: are detail sec tions on line 1313of Fig. 1, showing the guard rail in its normal and shifted positions.Fig. 15 is a detail View of the slipjoint or lost-motion connectionbetween one of the switch rails and the shifting levers operated by theguard rail. Fig. 16 is a transverse section on the line 1616 of Fig. 1.Fig. 17 is a detail plan View of the locking dog or latch andcooperating parts of the switch mechanism, showing the dog in normalposition to hold the switch rails closed. Fig. 18 is a similar View,showing the dog in position to hold the switch rails open. Figs. 19, 20and 21 are diagrammatic views, illustrating the operation of therevoluble switch throwing device and the switch actuating device on thecar or locomotive.

Referring to the drawings, 1 and 2 designate the main line rails, 3 and4 the branch line or siding rails, and 5 and 6 the switch railsconnected for movement in unison by the rod 7, said rails 5 and 6forming a switch movable laterally to open and close communicationbetween the main and branch line. These parts of the switch system maybeof any approved construction.

Arranged between the tracks of the main line, in the main line approachto the switch, is a casing 8 bolted or. otherwise firmly secured to theties and having a longitudinal slot 8 at one side, and in which isrevolubly mounted a drum or roller 9, forming a switch throwing member.This drum or roller is provided with a spiral groove 10 to receive thelaterally bent lower end of a switch actuating or trip device 11,comprising an arm or lever pivotally mounted intermediate of its lengthon the axle 12 of the truck of a car or locomotive. On said laterallybent lower end of the arm or lever 11 are friction rollers 13 to travelin the slot and groove and run along a track surface 14: integral withand arranged at one side ofthe casing. The lever is adapted to benormally held elevated and inoperative by a pivoted latch or detent 15,normally held in lever engaging position by a spring 16 and adapted tobe tripped by the engineer or driver through the medium of a cord 17,whereby the lever may be released and al.- lowed to drop by gravity whenthe train approaches the switch and it is desired to throw the switch topermit the train to pass from the main to the branch line. The groove 10opens at its proximal and distal ends 18 and 19 horizontally through oneside of the drum, and such ends thence curve spirally and communicate atan intermediate point in the base of the drum. The construction is thussuch that the actuating device in traveling through the portion 19 willreturn the drum to normal position, thereby resetting it for subsequentoperation. Channeled or grooved guide rails 20 and 21 are provided torespectively guide the rollers to the slot and groove and elevate theactuating device, after the drum has been turned to its normal positionin which it is again engaged and held by the detent 15. Arrangedparallel with the slotted side of the casing is a vertical flange orplate 22 forming a guideway 23 for the travel of the actuating deviceand a guard to prevent the in troduction of a tool in an attempt totamper with the drum or throw the switch. Hence the drum can only beturned by a proper type of actuating device under the power of thelocomotive or car on which it is mounted. Projecting forwardly from thedrum is a shaft 2 1 suitably journaled and carrying a cam or crank arm25 and a holding and releasing lug 26, which elements may be ad justablymounted on the shaft so as to be properly positioned for action when theswitch point is arranged either for controlling a branch line at theright or left of the main line; in other words, to adapt the switchthrowing device for either right or left hand use. The cam 25 is movablein a cam loop or strap 27 at one end of a switch shifting bar 28 formedof sections 29 and 30, respectively fixed to the loop 27 and pivoted tothe switch rail 5, said sections being coupled by a slipjoint orlost-motion member 31, herein shown in the form of a slotted bar orlink. This member 31 is adapted to permit the sections 29 and 30 to havecertain movements independent of each other, as hereinafter described.The loop 27 is provided with cam, faces 32 and 83 adapted to be engagedby the cam 25 to slide the loop outward and inward on a suitableantifriction roller or support 34, between which surfaces said cam ismovable to have a certain amount of lost motion without adjusting theloop.

The bar section 30 is provided with a pair of spaced. keeper notches orrecesses 35 and 36, adapted to be engaged by a projection upon one ofthe arms of a bell-crank locking.

device or lever 37, normally held in locking position by a spring. 38.To the other arm of. this locking lever is attached a rod 39 having ahooked end 40 to engage the lug 26 whereby the locking device adapted tobe tripped into and out of locking position. A spring ll is arranged topress the switch rail 5 normally into contact with the rail 3 tonormally hold the switch point closed for continuous travel over themain line and is of sul'licient strength to return the parts of theswitch mechanism controlled thereby to normal or closed position afteractuation and release.

It will be observed that the construction and arrangement of the partsthus far described is such that on the preliminary travel of theactuating device 11 in the portion 18 off the spiral groove 10 the cam25 will be turned. from its normal position until it contacts with thecam surface 32, during which it will travel for its lost motion periodwithout transmitting motion to the loo-p 27. During such period,however, the lug 26 will be turned to draw upon the rod 39 and therebyeffect the retraction of the latch 37, which will move out of engagementwith the recess 35, thus freeing the switch point for adjustment, thehook of the rod 29 being maintained during such period of motion inengagement with the tooth of the lug. The lost motion period of turningmovement of the cam 25 ensues during a portion of the preliminary travelof the actuating device in the groove portion 18, and during theremainder of such travel of said actuating device in said groove portionthe cam is turned until it has been given a complete quarter revolution,during which it engages the surface 32 and slides the loop 27 outward,thus taking up the lost play in the connection 31 and adjusting the bar28 until the switch point is fully opened and the locking device 37comes opposite and snaps into the keeper recess 36, thus locking theswitch in open position for travel from the main line to the branchline. On its final travel in the portion 19 of the groove 10, theactuating device returns the drum and cam 25 to normal position, and thecam engages the surface 33 and slides the loop 27 and bar section 29back to normal position without disturbing the bar section 30 orreleasing the switch, which thus remains locked in open position. l/Vhenthe loop 27 is slid outward the rod 39 is released from engagement withthe lug 26, but upon the return of said loop to its normal position thebar again engages the lug, the above described operation of the partsbeing clearly illustrated in Figs. 8 to 11, inclusive, of the drawings.

Arranged in the branch line alongside the rail 3 is a laterally slidingbar or rail 42 forming a combined guard rail and switch actuatingdevice. This rail 42 is adapted to be engaged and slid inwardly by theflanges of the wheels of the rolling stock traveling along the rail 3and is supported by crank arms 43 from a longitudinally extending rockshaft 44. Said rail 42 is connected by a link 45, slidable through therail 3, with the outer arm of one of the levers of a pair of laterallyswinging transmission levers 46 and 47 pivotally connected at theirinner ends, as at 48, and arranged in longitudinal alinement when theswitch point is closed. The outer arm of the other lever 47 is coupledby a slip-joint or lost-- motion connection with the section 30 of theshifting bar 28, said connection comprising a rod 49 rail 5 or barsection 30 and slidable through the rail 3 having a hooked inner endpivo-tally engaging the rail 5 or bar section 30 and a threaded outerend engaging the internally threaded end of a sleeve 50, in which isfitted to slide the inner end of a rod 51 pivotally coupled to the lever47, the construction of which connection is clearly shown in Fig. 15.The inner ends of the rods 49 and 51 are normally spaced apart so thatwhen the rail 42 is shifted inwardly and the inner ends of the levers 46and 47 swung outwardly, as shown in Fig. 4, a part of the transmissionmotion of the rail and levers will be taken up in sliding the rod 51into engagement with the rod 49, and the remainder of such movementtaken up when the rail 3 is thus primed for shifting movement by thetaking up of the lost motion to shift the switch rails to open position.Extending longitudinally between the rails 5 and 6 is a rock shaft 52having crank arms 53 engaged by vice 37. The levers 54 are slotted attheir outer ends to receive pins or projections upon the lower ends ofvertically movable primary and secondary trip devices or bars 56 and 57movable in guides 58 and held normally elevated by springs 59. Thesetrip devices 56 and 57 are arranged adjacent to and beyond therespective ends of the rail 42 in the branch line and are adapted to bedepressed by the flanges of the wheels traveling over the rail 3 toimpart an actuating motion to the shaft 52, whereby the arm 55 is rockedto release the latch or looking device 37 The operation of the switchthrowing device in the main line has been hereinbefore described, and itwill be seen that the lostmotion connections permit actuation of thesame and the shifting of the switch point to open position therebywithout communicating motion to the rail 42 and the parts controlledthereby. When the switch point is thrown in the manner set forth to openposition for the passage of a train from the main line to the branchline, the switch point remains locked in such position by the engagementof the latch 37 with the recess 35 until the train passes from the maintracks or to the branch line tracks and the wheels of the train engageand depress the trip 56. This rocks the shaft 52 and releases the latch37 for the subsequent automatic closing movement of the switch, but asthe wheels of the train at the same time engage and slide the bar 42inward the shifting bar section 30 is held from inward movement and theswitch point held positively open until the train is fully on the branchtrack and the last wheel of the train has passed beyond the distal endof the bar or rail 42, when the switch point is automatically closed andthe parts positively returned to normal position by the action of thespring 41. When a train approaches the switch point from the branch linefor passage onto the main line, the first wheel of the train engagingand depressing the trip 57 releases the latch 37, thus freeing the barsection 30 for movement, so that when the wheel shifts the rail 42inward motion will be transmitted to the levers 46 and 47 to open theswitch point, in which position it is locked by the engagement of thelatch 37 with the recess 35, in the manner before described. The switchpoint is thus held open until the last wheel of the train passes ontothe main track, thus insuring the safe passage of the train from thebranch to the main line. In the travel of the train the first wheelengaging and depressing the trip 56 releases the latch, but the switchpoint is held open by the wheels of the train whicn hold the rail 42pressed inward. until the last wheel passes beyond the switch point ontothe main tracks, when the parts are released and the switch mechanismautomatically reset and the switch point positively closed.

From the foregoing description, taken in connection with theaccompanying drawings, the construction and mode of operation of myimproved switch mechanism will be readily understood, and it will beseen that the invention provides a switch mechanism which is adapted tobe automatically operated from either the main or branch line for thepassage of rolling stock in either direction from one line to the other;and that the switch cannot remain open after passage of a train, butwill positively close and remain closed until again actuated, so as toprevent accidents to following trains and thus safeguard the travelingpublic. It will be further seen that the switch throwing devices in themain and branch tracks are adapted to operate independently of oneanother and control a common locking means, whereby the construction issimplified and friction reduced owing to the mini mum number of partsoperating at a time.

The invention overcomes the well known objections to split and othercommon types of switches in use, inasmuch as a safe crossing is insuredat all times.

It will be understood, of course, that the motion transmitting parts ofthe switch mechanism will be suitably housed and pro tected from theelements and accidental injury, as well as from damage or operation orthe switch by malicious persons or intending train wreckers, theconstruction being such that the switch can only be thrown underordinary conditions by the power of passing rolling stock. It isdesirable to adapt the switch to be thrown at times by manual operation,to which end the parts may be arranged to be operated from an ordinaryswitch stand and signal, or one of any suitable construction.

Having thus described. the invention, what I claim. as new is:

1. in a railway switch, a self-closing switch point, a self-projectedlocking device for locking the switch point in open and closedpositions, means operative in the passage of a train from the main lineto the branch line for successively retracting the locking device,throwing the switch and releasing the locking device to lock the switchin thrown position, and means operative in the passage ot a train fromthe branch line to the main line for successively retracting the lockingdevice, throwing the switch and holding the switch open until the trainpasses into the main line, and finally releasing the switch to permitsaid switch to automatically close and to be locked in closed position,said latter named means being operative in the travel of a train fromthe main to the branch line to retract the locking device and hold theswitch open until the train has fully entered the branch line and tofinally release the switch for an automatic closing action.

2. In a railway switch mechanism, a switch throwing device comprising acasing having a longitudinal guide slot at one side thereof, a guarddisposed in parallel relation to the slotted side of the casing andforming a passage communicating with said slot, and a revoluble switchthrowing member arranged within the casing and having a longitudinalspiral groove adapted for engagement with a traveling operating element,said groove having portions arranged to first efiect the movement ofsaid switch throwing member to switch throwing position, and then toreturn said switch throwing member to normal position.

3. In a railway switch, an automatically closing switch point, a switchbar composed of sections having a lost motion connection, one of saidsections being connected with the switch point, a yoke connected withthe other switch bar section and having oppositely disposed engagingsurfaces, a latch device adapted to engage the first named switch barsection to lock the same against movement, a rcvoluble switch throwingdevice, a crank carried thereby and normally disposed between saidsurfaces of the yoke, whereby through opposite movements oi said switchtln'owing device the yoke is adapted to be moved in opposite directions,said crank having a lost motion movement prior to engagement with thesurface of the yoke to throw the switch bar, a lug movable with saidcrank, and a latch releasing member adapted to be actuated by said lugon the lost mot-ion movement of the crank.

l. in a railway switch, an automatically closing switch point, a switchbar connected therewith, a locking device for holding the switch bar inswitch opening and closing positions, operating devices in the main andbranch lines, motion transmitting elements coupled to the respectiveoperating devices and each having a lost-motion connection with theswitch bar, a lock releasing device controlled by the operating devicein the main line, said lock releasing device being actuable by saidoperating device prior to the actuation by the latter of the associatedmotion transmitting element, a lock releasing device in the branch line,and spaced train-controlled devices in the branch line for actuatingsaid lock releasing device.

5. In a railway switch, a self-closing switch point, a self-projectedlocking device for locking the switch point in open and closedpositions, a train-controlled device in the main line for unlocking andthrowing the switch, a laterally movable, wheel-operated guard rail inthe branch line operative on actuation to throw the switch upon thepassage of a train from the branch line to the main line and to hold theswitch open upon the passage of a train from the main line to the branchline, and train-controlled means in the branch line for unlocking theswitch when the train approaches or leaves the main line.

6. In a railway switch, an automatically closing switch point, a switchbar connected therewith, a locking device for holding the switch bar inswitch opening and closing positions, a revoluble operating device inthe main line, a laterally movable operating device in the branch line,motion transmit-' ting elements coupled to the respective operatingdevices and each having a lost motion connection with the switch bar, alock releasing device controlled by the operating device in the mainline actuable by said operating device prior to the actuation by thelatter of the associated motion transmitting element, and lock releasingmeans in the branch line.

7. In a railway switch, an automatically closing switch point, means forlocking the same in open and closed positions, releasing means, a traincontrolled device in the main line for first unlocking and then throwingthe switch, a train cont-rolled device in the branch line adapted tothrow the switch upon the passage of a train from the branch line to themain line and to hold the switch open upon the passage of a train fromthe main line to the branch line, and train controlled devices in thebranch line on opposite sides of said switch throwing device forunlocking the switch when the train approaches or leaves the main line.

8. In a railway switch, an automatically closing switch point, a pointshifting element, means for locking the same in switch opening andclosing positions, a train controlled switch throwing device in the mainline, a releasing connection bet-ween said switch throwing device andthe point shifting element, a train controlled device in the branchline, a lost-motion connection between the same and the point shiftingelement, and train controlled devices in the branch line on oppositesides of said switch throwing device for unlocking the switch when thetrain approaches or leaves the main line.

9. In a railway switch, a switch throwing device comprising a revolublemember having a spiral groove, in combination with an actuating memberadapted to travel in said groove, said groove being formed to effect theswitch actuating movement of the revolulo'le member in the preliminaryportion of the travel of the actuating member and to return saidrevoluble member to normal position in the final portion of the travelof said actuating member.

10. In a railway switch, an automatically closing switch point, a switchbar connected therewith, a locking device for holding the switch bar inswitch opening and closing positions, switch-throwing devices, motiontransmitting connections between the same and the switch bar, each ofsaid motion transmit-ting connections having a lost-m0- tion elementtherein, means actuated by one of said switch-throwing devices forreleasing the locking device prior to the actuation by saidswitch-throwing device of the switch bar, and means for releasing thelooking device prior and subsequent to the actuation of the otherswitch-throwing device when a train approaches or leaves the main line.

11. In a railway switch, a self-closing switch point, a switch barconnected therewith, said bar comprising sections having a lost-motionconnection, a train-controlled switch-throwing device having alost-motion connection with one of the sections of the switch bar, alocking device engageable with the other section of the switch bar forlooking the switch bar in switch opening and closing positions, aconnection between said locking device and the said switch-throwingdevice, said switch-throwing device being operable on the lost-motiontake-up period of its switchthrowing action to operate said connectionto effect the release of the locking device, whereby the locking devicewill first be released and the bar then thrown to open the switch, asecond train-controlled switchthrowing device connected with thesecondnamed section of the switch bar, and lock releasing devicesarranged for actuation prior and subsequent to the actuation of saidsecond switch-throwing device.

12. In a railway switch, an automatically closing switch point, alocking device for locking said switch point in switch opening andclosing positions, a switch-throwing device having a lost-motionconnection with the switch point and a controlling connection with thelocking device, said switchthrowing device being operative to firstrelease the locking device and take up the lostmotion and then to throwthe switch, a second switch-throwing device also having a lost-motionconnection with the switch point and operative on actuation t0 firsttake up the lost-motion and then throw the switch, and train controlledmeans for releasing the locking device upon the approach of a train ineither direction toward said second switch-throwing device, said secondswitchthrowing device being operative to hold the switch open during thepassage of a train between the points named.

13. In a railway switch, an automatically closing switch point, alocking device for locking the switch point in switch opening andclosing positions, a switch-throwing device having a lost-motionconnection with the switch point and a controlling connection with thelocking device, said switchthrowing device being operative on actuationto first release the locking device and take up the lost-motion and tothen throw the switch, a second switch-tl'irowing device comprising alaterally movable rail having a lost-motion connection with the switchpoint, train-controlled elements adjacent to and beyond the ends of thesaid rail, and a lock releasing device controlled thereby.

14L. In a railway switch, an automatically closing switch point, aswitch bar connected therewith, a spring projected locking deviceadapted to engage the switch bar to lock the switch point in open andclosed positions, a member upon the switch bar having opposed camsurfaces, a switch-throwing device including a rock shaft, a cam carriedby said shaft and movable between said cam surfaces to shift the switchbar in opposite directions, a lug carried by the rock shaft, and anelement ope 'ated thereby for con trolling said locking device.

15. In a railway switch, a switch throwing member, a switch point, aswitch bar connected with the switch point and comprising sectionscoupled by a lostmot-ion connection, a second switch throwing 1nemherhaving a lost motion connection with the switch point, and a lost motionthrow connection between the switch bar and firstiamed switch throwingmember.

16. In a railway switch, a switch point, means for normally holding thesame closed, a shifting bar connected with the switch point and composedof sections having a slip oint connection, a revolnbl'e switch throwingdevice in the main line, a cam operated thereby and having a lost motionconnection with the shifting bar, a laterally movable switch shittingdevice in the branch line, means coupling the same to the switch pointor shitting bar, said means including elements having a lost motionconnection, a latch device for holding the switch point in closed andopened positions, and means controlled by the switch throwing devicesfor operating said latch device.

17. In a railway switch, a switch point, switch throwing devices in themain and branch lines, a shitting bar, a latch for locking said bar inswitch opening and closing positions, a lost motion cam or eccentricconnection between the switch bar and switch throwing device in the mainline, means operated by said switch throwing device to re tract thelatch prior to shifting the shitting bar, transmission mechanismconnecting the switch throwing device in the branch line with the switchpoint or shifting bar, said mechanism having lost motion means, and

means arranged in the branch line for controlling the latch.

18. In a switch throwing device, a normally locked switch point, meansin the main line for first unlocking the switch, then opening it andfinally looking it in open position, and means arranged in the branchline for controlling the switch point in like manner and primarilyreleasing it for closure on the passage of a train from the main to abranch line, said means operating under such conditions to hold theswitch point open until. the train fully enters the main line.

In testimony whereof I aifix my signature in presence of two witnesses.V

MARSHALL L. SHEPHERD. lVitnesses:

C. C. HINns,

BENNETT S. Jones.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

